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Thermal management in E-carsharing vehicles - preconditioning concepts of passenger compartments
(2015)
The issue of thermal management in electric vehicles includes the topics of drivetrain cooling and heating, interior temperature, vehicle body conditioning and safety. In addition to the need to ensure optimal thermal operating conditions of the drivetrain components (drive motor, battery and electrical components), thermal comfort must be provided for the passengers. Thermal comfort is defined as the feeling which expresses the satisfaction of the passengers with the ambient conditions in the compartment. The influencing factors on thermal comfort are the temperature and humidity as well as the speed of the indoor air and the clothing and the activity of the passengers, in addition to the thermal radiation and the temperatures of the interior surfaces. The generation and the maintenance of free visibility (ice- and moisture-free windows) count just as important as on-demand heating and cooling of the entire vehicle. A Carsharing climate concept of the innovative ec2go vehicle stipulates and allows for only seating areas used by passengers to be thermally conditioned in a close-to-body manner. To enable this, a particular feature has been added to the preconditioning of the Carsharing electric vehicle during the electric charging phase at the parking station.
Information and communication technology for integrated mobility concepts such as E-carsharing
(2015)
During the past decade attitude towards sharing things has changed extremely. Not just personal data is shared (e.g. in social networks) but also mobility. Together with the increased ecological awareness of the recent years, new mobility concepts have evolved. E-carsharing has become a symbol for these changes of attitude. The management of a shared car fleet, the energy management of electric mobility and the management of various carsharing users with individual likes and dislikes are just some of the major challenges of e-carsharing. Weaving it into integrated mobility concepts, this raises complexity even further. These challenges can only be overcome by an appropriate amount of well-shaped information available at the right place and time. In order to gather, process and share the required information, fleet cars have to be equipped with modern information and communication technology (ICT) and become so-called fully connected cars. Ensuring the usability of these ICT systems is another challenge that is often neglected, even though it is usability that makes carsharing comfortable, attractive and supports users’ new attitudes. By means of an integrated and consistent concept for human-machine interaction (HMI), the usability of such systems can be raised tremendously.
For a wide acceptance of E-Mobility, a well-developed charging infrastructure is needed. Conductive charging stations, which are today’s state of the art, are of limited suitability for urbanised areas, since they cause a significant diversification in townscape. Furthermore, they might be destroyed by vandalism. Besides for those urbanistic reasons, inductive charging stations are a much more comfortable alternative, especially in urbanised areas. The usage of conductive charging stations requires more or less bulky charging cables. The handling of those standardised charging cables, especially during poor weather conditions, might cause inconvenience, such as dirty clothing etc. Wireless charging does not require visible and vandalism vulnerable charge sticks. No wired connection between charging station and vehicle is needed, which enable the placement below the surface of parking spaces or other points of interest. Inductive charging seems to be the optimal alternative for E-Mobility, as a high power transfer can be realised with a manageable technical and financial effort. For a well-accepted and working public charging infrastructure in urbanised areas it is essential that the infrastructure fits the vehicles’ needs. Hence, a well-adjusted standardisation of the charging infrastructure is essential. This is carried out by several IEC (International Electrotechnical Commission) and national standardisation committees. To ensure an optimised technical solution for future’s inductive charging infrastructures, several field tests had been carried out and are planned in near future.
Chelate stabilization of a titanium(IV)–salan alkoxide by ligand exchange with 2,6-pyridinedicarboxylic acid (dipic) resulted in heptacoordinate complex 3 which is not redox-active, stable on silica gel and has increased aqueous stability. 3 is highly toxic in HeLa S3 and Hep G2 and has enhanced antitumor efficacy in a mouse cervical-cancer model.
Persistent infection with high-risk human papillomaviruses (hrHPV) can result in the formation of anogenital cancers. As hrHPV proteins E6 and E7 are required for cancer initiation and maintenance, they are ideal targets for immunotherapeutic interventions. Previously, we have described the development of DNA vaccines for the induction of HPV16 E6 and E7 specific T cell immunity. These vaccines consist of ‘gene-shuffled’ (SH) versions of HPV16 E6 and E7 that were fused to Tetanus Toxin Fragment C domain 1 (TTFC) and were named TTFC-E6SH and TTFC-E7SH. Gene-shuffling was performed to avoid the risk of inducing malignant transformation at the vaccination site. Here, we describe the preclinical safety evaluation of these candidate vaccines by analysis of their transforming capacity in vitro using established murine fibroblasts (NIH 3T3 cells) and primary human foreskin keratinocytes (HFKs). We demonstrate that neither ectopic expression of TTFC-E6SH and TTFC-E7SH alone or in combination enabled NIH 3T3 cells to form colonies in soft agar. In contrast, expression of HPV16 E6WT and E7WT alone or in combination resulted in effective transformation. Similarly, retroviral transduction of HFKs from three independent donors with both TTFC-E6SH and TTFC-E7SH alone or in combination did not show any signs of immortalization. In contrast, the combined expression of E6WT and E7WT induced immortalization in HFKs from all donors. Based on these results we consider it justified to proceed to clinical evaluation of DNA vaccines encoding TTFC-E6SH and TTFC-E7SH in patients with HPV16 associated (pre)malignancies.
Efficient FACS selection procedure for cells undergoing Flp-mediated site-specific conversions
(1998)
Transcription-promoting genomic sites in mammalia: their elucidation and architectural principles
(1998)
The transgeneticist's toolbox: novel methods for the targeted modification of eukaryotic genomes
(2000)
Investigation of TRPV1 loss-of-function phenotypes in transgenic shRNA expressing and knockout mice
(2008)
The contribution of altered post-transcriptional gene silencing to the development of insulin resistance and type 2 diabetes mellitus so far remains elusive. Here, we demonstrate that expression of microRNA (miR)-143 and 145 is upregulated in the liver of genetic and dietary mouse models of obesity. Induced transgenic overexpression of miR-143, but not miR-145, impairs insulin-stimulated AKT activation and glucose homeostasis. Conversely, mice deficient for the miR-143–145 cluster are protected from the development of obesity-associated insulin resistance. Quantitative-mass-spectrometry-based analysis of hepatic protein expression in miR-143-overexpressing mice revealed miR-143-dependent downregulation of oxysterol-binding-protein-related protein (ORP) 8. Reduced ORP8 expression in cultured liver cells impairs the ability of insulin to induce AKT activation, revealing an ORP8-dependent mechanism of AKT regulation. Our experiments provide direct evidence that dysregulated post-transcriptional gene silencing contributes to the development of obesity-induced insulin resistance, and characterize the miR-143–ORP8 pathway as a potential target for the treatment of obesity-associated diabetes.
Meiotic functions of RAD18
(2011)
Obesity-induced overexpression of miR-802 impairs glucose metabolism through silencing of Hnf1b
(2013)